HKG Departure Procedures - Help from pilots needed
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Join Date: Jan 2014
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HKG Departure Procedures - Help from pilots needed
Hello everyone!
I'm trying to understand correct way to fly SIDs from VHHH and have some troubles with correct procedures.
So, here's a situation:
77W with TOW 250 t is taking off from 07R with OCEAN SID.
Vref is around 166 kts, so clean speed is 246 knots.
Flaps 5 used for TO with D-TO2.
After takeoff, NADP2 are used to meet requirements for 180 kts - no problem here.
But we also have 220 kts restrictions until passing TD (now it's not "until established on track"). So, here is a problem. If controller doesn't cancel speed restrictions, will you fly with Flaps 1 and approx 226 kts until TD? Or you will use Flaps 5 and 200 kts? Also, will you use VS to control rate of climb, because with VNAV or LVCH you can climb higher than 10000 above TD (on 777 with low TOW).
With best regards, Alexander.
I'm trying to understand correct way to fly SIDs from VHHH and have some troubles with correct procedures.
So, here's a situation:
77W with TOW 250 t is taking off from 07R with OCEAN SID.
Vref is around 166 kts, so clean speed is 246 knots.
Flaps 5 used for TO with D-TO2.
After takeoff, NADP2 are used to meet requirements for 180 kts - no problem here.
But we also have 220 kts restrictions until passing TD (now it's not "until established on track"). So, here is a problem. If controller doesn't cancel speed restrictions, will you fly with Flaps 1 and approx 226 kts until TD? Or you will use Flaps 5 and 200 kts? Also, will you use VS to control rate of climb, because with VNAV or LVCH you can climb higher than 10000 above TD (on 777 with low TOW).
With best regards, Alexander.
Join Date: Dec 2006
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You'll fly 220 knots with whatever flap setting you need. And the vnav will perfectly respect all the constraints (speed, alt, above, at, below...) provided your database is correct.
The good part is when you have windshear conditions. Then you might have to prepare other scenarios...
The good part is when you have windshear conditions. Then you might have to prepare other scenarios...
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Well, there's a problem.
77W with low GW will climb as a rocket (especially with restriction of 220kts).
So, the question is: what is best strategy in this case?
1) Control VS manually and climb with low VS?
2) Engage LNAV/VNAV and allow airplane to climb without corrections?
77W with low GW will climb as a rocket (especially with restriction of 220kts).
So, the question is: what is best strategy in this case?
1) Control VS manually and climb with low VS?
2) Engage LNAV/VNAV and allow airplane to climb without corrections?
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VNAV will level off perfectly well even with a high rate of climb and catch any altitude restriction in the legs page or set in the MCP, it will just catch VNAV PTH or VNAV ALT early if the closure rate is excessive.
However if there is a risk of setting of a TCAS caution or warning due to traffic above then airmanship dictates you select V/S to reduce the rate of climb to less than 1000FPM.
The best way is simply to request high speed so the 220kt restriction no longer applies thereby reducing the rate of climb while you continue to accelerate under the altitude restrictions and reducing any chances of a TCAS event.
The usual speed restriction after requesting high speed these days is 280kts.
However if there is a risk of setting of a TCAS caution or warning due to traffic above then airmanship dictates you select V/S to reduce the rate of climb to less than 1000FPM.
The best way is simply to request high speed so the 220kt restriction no longer applies thereby reducing the rate of climb while you continue to accelerate under the altitude restrictions and reducing any chances of a TCAS event.
The usual speed restriction after requesting high speed these days is 280kts.
Last edited by SMOC; 16th Jan 2015 at 21:36.
